Aeroplane



Jan. 27. 1925.

J. C. DAYNIX AEROPLANE Filed Dec. 2O 1923 2 Sheets-Sheet l A TTORNE Y Jan, 27. 1925.

J. C. DAYNIX AEROPLAINE Filed Deo. 20 1923 y2 Sleets-Sheet 2 A TTORNEY 1,524,035 PATENT OFFICE.

JOHN c. nAYNrx, or PHILADELPHIA, PENNSYLVANIA A EROPLANE.

- Application led December 20, 1923. Serial No. 681,769.

To all whom t may concern.'

Be it known that I, JOHN C. DAYNIX, a citizen of the United States of America, residing at Philadelphia, in the ,county of Philadelphia and State of Pennsylvania, have invented certain new and useful Im- -provements lin Aeroplanes, of which the following is a specification.

This invention relates to flying machines of the heavier than air type, and it has more particular reference to machines of the multiplane variety; the rimary objeqt being to provide an aerop ane having a greatly increased maintenance surface withl a relatively decreased wing spread.

Another object of this invention is to provide a multiplane having relatively long superposed planes, the longitudinal sides whereof are transversely curved whereby equilibrium in flight is better maintained.

A further object of this invention is to ino ca acit to rovide an aero lane have y a nig a plurality of propellers so arranged as to bank the air substantially in alignment with the longitudinal axisof the machine,

whereby possible adverse effects, when encountering cross-currents, are reduced to a minimum; to provide a lane of the type referred to with means w ereby anaquatic landing can be effected with perfect ease, in addition to renderingthe machine normally unsinkable; and to provide a multiplane having a novel means whereby a column of more or less compressed air is 1ongitudinally directed to effect automatic control of the stabilizing equipment.

Numerous other objects, and attendant advantages, will be hereafter referred to,

or become obvious from the following detailed description of one practical embodi ment of my invention, while the scope thereof will be equally apparent from the subjoined claims. v

In the further disclosure of my invention reference is to be had to the accompanying sheets of explanatory drawings, constituting a part of this specification; and, in

.withaviation.

-which like characters `of reference designate the same or corresponding parts in all the vlews.

Figure 1*-is a more or less diagrammatic sectional plan of a multiplane embodying the essential features of my invention, certain parts being removed to better disclose the underlying elements.

Figure 2-is a transverse section taken approximately on the line 2-'2 in Figure 17 s viewed inthe direction-of the arrows; an t Figure 3-is a longitudinal central section thereof.

Referring more in detail to the drawings it will be seen that my novel aeroplane comprises a Ibody or fuselage 1, of tubular cross section divided at intervals by partitions 2, to provide fore and aft compartments, comprehensively designated by the numerals 3, 4 respectively, and an intermediate or amidship division 5, for accommodation of the stabilizer instrumentality hereinafter fully described. On an examination of Figure 2 more particularly ,it

will be seen that the body or fuselage 1 surmounts a longitudinal tank 6 that is conveniently sub-divided into sections for the storage of liquid fuel, oil and other accessories; as well as providing adequate capacity for mail, baggage or other materials to be transported. Furthermore, the tank 6 is preferably shaped 1n its base with an inward transverse curvature 7 that snuglyl seats on a 'complemental convexity 8 running centrally the entirelength of a lower deck or platform 9. This platform 9-is provided fore and aft of its underside with parallel spaced and air-tight pontoons 10,

10 which may be filled with compressed air to add to the bouyancy of the machine.

J.Appropriate recessions 11, 11 are provided 1n the pontoons 10, .10 to house and journal thelanding wheels 12, 12. In -connection with the pontoons 10, 10, I may` associate compressed air engines adapted to operate the-landing wheels 12, 12 and thereby assist initial ascent; for flight, but such engines arev not shown, as their application will b'e readily .understood by those acquainted Surmounting the aforesaid lower deck or platform 9, and abutting the side walls of -i the tank 6, and lower 1, are open ended tubes though part of the fuselage 13, 13 convenientlynt essentiallyrectangular in 'the necessary degree of strength Vor spaced aerofoils 14, 14, as

Ais in flight, will cross-section, that serve a purpose later on explained. The upper wall of these longitudinally spaced tubes 13, 13 is co-extensive with the lower plane or spaced aerofoils 14 that are made of suitable material having and lightlower plane will be best seen from Figure 1, I preferably make the same of oblong configuration in plan and extending the major portion of the. length of the body or fuselage-1. Likewise, it is noteworthy that the major dimension of the plane or spaced aerofoils 14, extends longitudinally of the machine, in contradistinction with the prevailing practice of making the wing spreadA the greater dimension. Furthermore, I desire to particularly emphasize the peculiar cross-section of the lower plane or spaced aerofoils 14,-as will be best appreciated from Figure 2-the same being downwardly cambered or curved along their outer longitudinal portions from their alignment with the. outer ve"- tical walls of the tubes 13, 13 andto which they are securely braced by brackets or struts 15. This downward curvature of the aerofoils 14 is varied according to the capacity of the machine and has a dual function; namely, to bank the air during flight below the machine to enhance its buoyancy; as well as to direct slightly compressed air currents transversely inward form the sides of the machine for a purpose later on referred to.

Mounted in spaced relation, by means of vertical stanchions 1(3 and cross braces 16-are parallel superposed planes or aerofoils 17, 18 of equal and correspondingl configuration to the composite lower plane; or, in other words, sai superposed aerofoils 17, 18 in superficial outline are complemental to that of theI lower plane. However, it is to be noted these aerofoils 17, 18

ness. In connection with this only have their edges overhanging the outer-` most stanchions 16 downwardly curved, with a greater radius than that of the lower plane. Or, the downward curvature may lie graduated from the lower plane upwards: For example, the'curvature arc for the longitudinal edges of the intermediate plane or aerofoil 17 may be greater than that of the lower aerofoils 14, with the curvature for the uppermost plane or aerofoil 18 of a still greater radius. Thus, it will be readily understood that the air, when the machine according to its density or rarity be more or less medially banked and compressed'relative to the longitudinal axis of the machine. great importance as it materially enhances the general buoyancy of my machine during flight, while countering adverse cross currents that have a tendency to effect its deviation from an even keel. l

a rock shaft 36 'metric attachments on the This feature I deem of- The motors 19, 20, 21 of which, according to the embodiment of my invention illus'- trated, l employ six, are arranged in pairsas shown. That is to say, a pair of motors 19 are located well forward of the machine and suitablyv mounted in the well known manner upon the lower plane or spaced aerofoils 14, with a eon'iplemental pair 21 similarly located well to the rear; whereas the intermediate pair of motors 20 are similarly disposed substantially amidships on the intermediate plane or aerofoil 17. This disposition of the motors in spaced arrangement and stepped alignment also has its peculiar signiticance, namely, the relative distribution of the load and dead weight; as well as an increased iiying capacity for the machine. Furthermore, in the'event of a breakdown or other adverse happening to any one or more of the motors 19, 20, 91 during- Hight, the same can be promptly shui down and repaired, or a safe descent effected with the aid of the remaining motors.

Fore and aft of the aforesaid body or fuselage 1 and at each side thereof I fit stabilizer wings 22, 22 and 23, 23 respectively, the same occupying a co-extensive plane-as will be readily appreciated from an examination of Figure 3, more particularly. 'lransversely of the body or fuselage 1, and in the same plane as the stabilizer wings 22, 23, I journal, in close relation thereto, front and rear shafts 24, 25 respectively, the former of which is connected by bell cranks 26 with the elevating rudders or wings 27, 27 suitably hinged at 28 to the rear transverse edges of the aforesaid stabilizer wings 22, 22, as will be readily understood by those conversant with the art. The shaft 24 is also operatively connected by a linkage 29 to the automatic stabilizinginstrumentality comprehensively designated by the numeral 30, and hereafter described in detail. Similarly the rear shaft 25 is adapted to actuate elevating rudders or wings 31, 31, with the exception that said shaft constitutes the pivotal member proper therefor. This rear shaft 25 is conveniently fitted, or has secured substantially central thereof a double arm fork ended member 32 which is connected by crossed links or ties 33, 34 with a companion member 35 fixed to journaled in bearings 37, in the upper part or to 38 of the hereinbefore referred to midship division or compartment 5. As best seen from Figure 3, the aforesaid doublc armed members 32, constitute diarespective shafts 25, 36; while it will be noted that the forward end of the tie is pivotally connected to the upwardly directed fork arm of the member and downwardly disposed fork arm o f the member 32. (')n the other hand the front end of the tie 34 connects the lower rigidly mounted the roof fork arm of the member with the upwardly directed fork arm of the member 32. The crossing of the'ties 33, 34 is thereby effected in parallel planes for a purpose hereafter fully explained, while it will. be obvious they may be fitted with turnbuckles or other appropriate means, whereby they can be accurately tensioned and adjusted.

The steering rudder 39 is. pivotally supported by a rudder post 40, at the rear end of the machine, in the well known way, and in central vertical alignment with said post intermediate the upper supporting planes or aerofoils 17, 18, I arrange what may be conveniently termed -a fixed rudder 41. This fixed rudder 41 cooperates with the steering rudder 39, and certain .instrumentali'ties hereafter fully described, in greatly facilitating accurate Steerage of the machine under all service conditions. Connected to opposed lateral lugs 42 on the steering rudder 39 are chains or cables 42E-one at each side thereof-that are guided about idler anti-friction sprockets 'or sheaves 44, 45, 46 mounted at suitable intervals within the body or fuselage 1. After passing the idler sprockets or sheaves 46 the aforesaid chains or cables 43 inwardly converge and pass in opposed relation around a compound sheave 47 securely keyed or otherwise fixed on a vertical shaft 48; and thence said chains or cables are forwardly conducted to a similar sprocket or sheave 49 mounted on -the steering column 50 conveniently located in the cock-pit adjacent the pilots seatv 51. Thus it will be readily understood that by turning the hand wheel 52 on the steering columnI 50, the rudder 39lcan be manipulated and swung to the right or left hand with ease whereby steering is easily effected. Or the column 50 may be power actuated in any of the'well known ways, as will be quite obvious.

Referring back to the vertical shaft 48 it is to be noted that the same is journaled at the lower end in an appropriate anti-friction footstep or bearing 53--Figure 3-and that near the upper end thereof-where it is similarly journaled at 55-1 key or otherwise secure a pinion 54 that meshes with a toothed sector 56 fixed on the pendent end of a stub shaft 57 having appropriate bearing in the roof of the body or fuselage 1. Thus it will be obvious to anyone in the least conversant with mechanical gears that rotation of the shafts 48 and 56 will be in reversed direction, or with a clockwise and contraclockwise path of movement, and vice versa.

Longitudinally and rigidly supported by bearing brackets 58 on the intermediatesupporting plane or aerofoil 17 is what term an air current compressing device 59 the function and structure whereof will now be' explained. This air current compressing device 59, as will be best seen from Figures l and 3, consists of a tubular casing or shell embracing front and rear inwardly converged portions 60, 61 mergineq to an intermediate spherical portion 62. )vertically coaxial tlnn-ough this portion 62 the aforesaid stub shaft 57 extends and is journaled in appropriate bearings Imounted on the supporting planes or aerofoils 17, 18 in any suitable manner to ensure rigidity. Rearwardly directed in the converged portion 61 is an auxiliary steering rudder 63 that is suitably secured to the stub shaft 57, and aligning therewith above said portion is a second or supplemental rudder 64. 'lhese auxiliary and supplemental rudders 63, 64 are' preferably--though not essentially--braced by straps 65 for synchronous movement, and it is to be particularly noted that they are likewise coordinated by means of the gears 56, 54 and operatively connected instrumentalities for simultaneous reverse directional movement with the main steering rudder 39. rlhe force and effect of this reverse ordinated movement for the rudders 39, 62 and 63 is to enhance and make more positive the steering of my novel aeroplane, as it will be readily understood that when said rudders are all in neutral position, during direct ahead7 Hight, the air entering the forward .converged portion 60 of the device 59 will be comparatively compressed and directed through the rearward and reversely con- ,verged portion 61 towards the propellers of the upper engines 20, 20, as well as directly asternrelative to the main steering rudder 89, thus materially aiding in preventing deflection of said rudder by adverse cross currents. Furthermore, it is to be particularly observed that by provision of the forwardly disposed device 59 and associated rud- 'ders 63, 64 the forward and right or left hand bow or head movement of the aero'- plane is rendered more sensitive and accurate, whereby navigation is accomplished with far greater accuracy and certitudethan has hitherto been possible. Still further the directing of a column of semi-compressed air longitudinally co-axial through the upper aerqfoils or supporting planes 17, 18 considerably increases the buoyancy, stability, and flight speed, while aiding steering by banking the air against the fixed and steering rudders 41, 39, when the latter is deflected -to either hand.

Referring once again to the automatic stabilizing instrumentality 30 hereinbefore referred to, and which fundamentally functions to maintain the machine on an even keel during flight, it will be best seen from Figure 3 that it comprises a dead weight or pendent ball 66 adjustably or otherwise supported by a rod or bar 67 freely pivoted at 68 to a yoke 69 whereby said rod or bar is titl capable of lateral or athwartship swinging movement. The yoke 68 is, in turn, pivotally suspended at 70 to the lower arm or arms of the hereinbefore referred to double armed companion member 35, wheeby it is rendered capable of fore and aft swinging movement. Thus it will be readily seen that the ball 66 issuspended by a substantially universal connection thereby affording a novel stabilizing means that will automatically accommodate itself, and positively ,control the elevating wings or rndders 27, 31. 0r, in other words. no matter what flight conditions may be encountered the device 3() will alwaysautomatically function to keep the wings or rudders 2T. 3l in horizontal position` and thereby effectively preventing nose or tail dives. 1n this connection and to provide for elevation Aand descent, l pivotally connect a linkageor rod 71 from a lug T2 on the aforesaid yoke Gt) to a short lever 73, in turn fixed to the forward t'ansverse shaft 24, said linkage or rod having an associated control lever 74 pivoted at 5 in juxtaposition to the pilots seat 51. 'lhus it will be readily seen that the pilot can easily manipulate the elevating wings or rudders 27, 31 for ascent and descent,l but that during flight said rudders will be automatically controlled by the stabilizer device 230, whereby the machine will be kept onan even keel.

In connection with the hereinbefore described open-ended tubes 13,. 13, l preferably tit a series of spaced shutters 76 having a rearward inclination--as shown in Figure 3 -t-he same being conveniently-tltough not essentially-hinged at 7 7 to the top of said tubes and under appropriate control, whereby they may be raised. and lowered at will, or locked in an intermedia-te position as illustrated. The necessary means for controlling these shutters 76 is nt shown, as it will be apparent to anyone schooled in the art and constitutes no fundamental feature of the present invention. Gbviously, when the shutters 76 are hinged they will be coordinated for simultaneous operation, while it will also be apparent that by their provision I have evolved a novel means for choking and partially `compressin the volume of air flowing therethroug 1 during Hight, where-by the machine is rendered more buoyant. Still further,.it will be equally clear that by Iclosing or partially closing down the shutters 76 when effecting a landing that they will function as an effective retarding or braking means, with the resiltant better and safer control ofthe mac une.

Although Ii-have shown and "described a particular construction, combination and arrangement of multiplane, I do not desire to be lilnited orrcstrieted in any sense to this particular form of machine, butwish it expressly understoodl this specification includes within itspurview all reasonable variations and modifications that may be fairlyy construed as falling within the scope of the sub- `joined claims.

forthensures a machine that is economical tdconstruct. durable, very etl'ient in action, and withal, easier vto handle and steer than has hitherto been possible.

Having described my invention what I claim as new and desire to secure by Letters latent is:-

1. A flying machine having supers-paced supporting plane's with the major dimension lengthwise thereof. a fuselage and eoextensive spaced air tubes having declined shutters, and said tubes sui-mounting air tight pontoons fitted with landing wheels.

2. A flying machine having superspaced supporting planes with the major dimension lengthwise thereof. a fuselage and coextensive spaced air tubes with intermediate storage capacity, co-ordinated adjustable shut-ters in the air tubes. and said tubes surmounting pontoons provided 'with inset landing wheels.

3. A flying machine having super-spaced supporting planes with the major dimension lengthwise thereof, a fuselage --and coextensve spaced air tubeswith intermediate storage capacity, co-ordnated adjustable shutters in the air tubes, said tubes surmounting pontoons provided with inset landing wheels,- and means whereby said wheels may be'power operatedto facilitate an ascent.

4. A ying machine having supeispaced supporting pla-nes with the major dimension lengthwise thereof, a fuselage and coextensive air tnbeswith intermediate storage capacity, declinedshutters in the `air tubes, lateral stabilizers for the machine having pivotally mounted. elevating wings, Vand a cri-ordinated stabilizing device whereby said elevating Wings are automatically actuated during flight to maintain the machine in equilibrium.

'A flyin machine having superspaecd aerofoils witl the major dimension lengthwisethereot', a fuselage and co-extensive air tubes titlted with declinable shutters,`lateral stabilizer planes having pivotally mounted elevating wings, and a co-ordinated device loo llU

tubes fitted with declinable shutters, lateral' stabilizer pla-nes having pivotallymounted elevating wings, and a co-ordinated device functioning to maintain the machine in equilibrium by automatic actuation of said wings during Hight, said device comprising a transverse rock shaft and pendent double arm weighted member, a double armedmember on the pivot of the rear .elevating wings, crossed ties connecting said double armed members, anda cooperative connection between thefweighted member and the pivot of the forward elevating wings.

7. A Hying machine having superspared aerofoils with the major dimension lengthwise thereof, -a fuselage and cio-extensive air tubes fitted with declinable shutters, lateral stabilizer planes having pivotally mounted elevating wings, and a co-ordinated device functioning to maintain the machine .in equilibrium by automatic actuation of said wings during Hight, said device comprising a transverse roc-k shaft and double armed member, a yoke and heavy body pendent to said member adapted for universal motion, a complemental armed member on the pivot of the rear elevating wings, crossed tie rods between the double armed members, and a cooperative linkage connecting said pendent A body with the pivot of the forward elevating wings.

8. A flying machine having superspaced aerofoils with the major dimension length# wise thereof, a fuselage and co-extensive air tubes fitted with declinable shutters, lateral stabilizer planes having pivotally mountd elevating wings, and a co-ordinated device functioning to maintain the machine in equilibrium by automatic actuation of said Wings during Hight, said device comprising a transverse rock shaft and double armed member, a yoke and heavy body pendent to said mem-ber'adapted for universal motion, a complemental armed member on the pivot of the rear elevating wings, crossed tie rods between the double armed members, a coordinating linkage connecting saidpendent.

body with the pivot of the forward elevating` Wings, and means whereby the wings may be manually deected.

9. A flying machine having su erspaced suporting planes with the major 'mension lengthwise thereof, a fuselage and co-extensive air tubes fitted with declinable shutters, spaced lateral stabilizers provided with co-operative elevating wings, means for automatically 'controlling said wings during Hight, a main steering rudder, and an air compressing device provided with an auxiliary steering rudder intermediate a pair of the supporting planes.

10. A flying machine having supe i ced supporting panes with the major d1men sion lengthwise thereof, a fuselage and coextensive air tubes fitted with declinable shutters, spaced lateral stabilizers provided with co-operative elevating wings, means for automatically controlling said wings during Hight, a main steering rudder, and an air compressing device provided with an auxiliary rudder intermediate a pair of the superspaced planes, said auxiliary rudder being adapted for sin'lultaneous but reflex movement with respect to the main steering rudder.

l11. A flying machine having superspaced supporting planes with the major dimension lengthwise thereof, a fuselage and coextensive air tubes lfitted with declinable shutters, spaced lateral stabilizers provided with co-operative elevating wings, means for automatically controlling said wings during Hight, a main steering rudder` an air compressing tubeI having an auxiliary rudder therein intermediate a pair of the superspaced planes, said auxiliary rudder being simultaneously movable With the main steering rudder but in a reHeX direction.

12. A flying machine having superspaced supporting planes with the major dimension lengthwise thereof, a fuselage and coextensive air tubes fitted with declinable shutters, spaced lateral stabilizers provided with co-operative elevating wings,mea ns for automatically controlling said wings during Hight, a main steering rudder, a tube comprising inwardly `convergent longitudinal portions intermediate a pair of the su rspaced planes, an auxiliary steering ru der in the rearconvergent portion, and means adapted to reversely deHect said auxiliary rudder simultaneously relative to the main rudder.

13. A Hying machine having superspaced supporting planes with the major dimension lengthwise thereof, a fuselage and coextensive air tubes fitted with declinable shutters. spaced lateral stabilizers provided with co-operative elevating wings, means for automatically controlling said Wings during flight` a main steering-rudder. a tube comprising front and rear opposedly converged sections intermediate a pair of thel superspaced planes, an auxiliary steering rudder in the rear section, a supplemental aligning rudder exteriorly thereabove, and mechanism reversely co-ordinating movement of said auxiliary and supplemental rudders relative to `the main steering rudder.

14. lA Hying machine having superspa/eed supporting planes'with the major dimension lengthwise thereof, a Yfuselage and coextensive air tubes fitted with declinable shutters, spaced lateral stabilizers provided izo with coopera tive elevating wings, means for automatically cont-rolling said wings during flight,a main steering rudder. a tube comprising front and rear opposedly converged sections intermediate a pair of the superspaced planes, an auxilianv steering rudder in the rear section, a supplemental aligning rudder exteriorly thereabove, the aforesaid tube being located well forward for directing u column ot' airv longitudinally of the machine.

l5. A flying machine having superspaced uerofoils with the major dimension lengthwise thereof', and the longitudinal edges downwardly eambered for banking the air during flight,-in combination with means for direetingu column of semifcompressed air between a pair of the superposed aerofoils,

und shutter controlled air tubes adapted to retard flight momentum when effecting u landing.

1G. A flying machine haring superspaced erofoils with the major dimension lengthwise thereof, und the longitudinal edges dowmuardly cambered for banking the air during flight, in combination with means for directing a. column of semi-eomiressed nir between a pai-r of the superpose aerofoils` und lQhutter controlled air tubes adapted to retard flight momentum when effecting u lending. und the further combination oit' means for automatically ensuring equilibrium during flight.

ln testimony whereof', I affix my si gnature this 18th day of December, 1923.

JOHN C. DAYNIX. 

